Automatic railway-signal.



No. 817,131. PATENTED APR. 3. 1906.

I J. NEUMAIER.

AUTOMATIC RAILWAY SIGNAL. APPLICATION FILED JULY 8. 1905.

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No. 817,131. PATENTED APR. 3, 1906.

J. NEUMAIER. AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED JULY 8. 190a.

4 SHEETS-SHEET z.

A TTOFNE'YS No 817,131. PATENTED APR. 3, 1906.

J. NEUMAIER.

AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED JULY8,1906.

4 SHEETS-SHEET 3.

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Rm 0 9 1 cm um P A D E T N E T A P nm. E I A M U E N T. 1 3 H 7 1 00 0 N AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED JULY 8. 1905.

4 SHEETEr-SHEET 4.

WITNESSE$z ATTORNEYS UNITED sTA rns PATENT OFFICE.

JOHN NEUMAIER, MILWAUKEE. WISCONSIN, ASSIGNOR OF THREE- FOURTHS TO GEORGE L. BALDAUF, OF MILWAUKEE, W lSCONSlN.

AUTOMATIC RAILWAY-SIGNAL.

Specification of Letters Patent.

Patented April 3, 1906.

Application filed July 8, 1905. Serial No. 268,791.

To all whom it may concern.-

Be it known that I, J omv NEUMAIEB a citizen of the United States, residing atMilwaukee, county of Milwaukee, and State of Wisconsin,-have invented new and useful Iming station, also whereby as the train passes the first station it will automatically turn down the signal at such station which has view, of.the signal which several stations and also in the locomotive. Fig. 5 represents a rear view. of the cab of a previously been set by'such train, and the operators at each succeeding station throu hout the entire line of railway will be noti 16d in advance of the train which is approachin regardless of thedirection it is moving, an whereby all the signals along the line after serving their purpose are reset and left in their normal position preparatory to bein acted upon by the next succeeding train, and also whereby a signal may be given in the locomotive as it passes the several stations along the railway.

My invention is further explained by reference to the accompanying drawings, in whiel1--.

Figure 1 represents a diagrammatic View of the system including two stations and four contact-bearings for actuating the electric circuits along the railway system. Fig. 2 represents a side View, part in section, of the primary-switch mechanism which is actuated b the wheels of a movingtrain as it passes a ong the railway-track. Fig/3 is a trans-' verse section drawn on line a: a: of Fig. 2. Fig. 4 represents a side view, and Fig. 8 atop is located in the locomotive provided with a signal. Fig. 6

, represents my device used in connection with the railway-switch, whereby a signal is commun-icated from a given switch, when closed for an approaching train on one line, to trains approaching such switch from branch line's leading to the same from either direction; and F1 1 representsa diagrammatic view including the main line, branches,- and switches leading to the same.

In describing my system the several cooperating parts are referred to by the same reference characters in the order of their action after the primary switch has been actutrain. 7

Referring to Figs. 2 and 3, 1 represents one of the rails of an ordinary railway-track.

2 is a contact-lever the upper end of which is located in close proximity to the flange of the rail, whereby the wheels of a passing train will be brought in contact therewith as the train is passing. The lever 2 is pivotally supported from a case 3 upon thetransversely-arranged shaft 4. The case is pref erably located below the level of the track and provided with a water-tight cover 5, and the internal operative mechanism is shielded from contact therewith b the insulation 6.

The device thus far escribed islocated upon the res ective sidesof the several stations along t 1e railway system, whereby as a train approaches the station from either direction the lever 2 will be inclined, as stated, in the-direction of the moving train. Assuming that a train is approaching the station from the right, the upper enzl of the lever 2 will be inclined toward the left, or in the direction indicated by the arrow, whereby motion will be communicated from the lower end of said lever through the supporting-shaft 4 and bifurcated lever 7 to the switch-bar 8, whereby the switch-bar 8 is ated by contact of the wheels of thepassing brought in contact with the terminals 9 and 10 and whereby an electric circuit will be as tablished between the battery 11 of such station and si nal 12 of the next static-n through the conductor 13, terminals 9 and 10, and conductors 14 and 32, the return-circuit from said si nal being formed through the conductor 33 and rail 1, conductor 2, earth-- circuit 3, and conductor 16 and battery 11, whereby the hell 4 of said si ;nal 12 at the second or next succeeding station, which we will call B, is Sperated and whereby the station-master at the station B isnotified of the train approaching station A and also whereby the agent at the station B will understand that he is to hold any train which may be appreaching station B from the opposite direction.

It will be understood that when the train is in the act of passing the station A toward the station, B the wheels of the cars are brought in contact with the contact-lever 2 located at the side of said station, wh'ereby a circuit is closed between the switch connect- 1 and the conductor 23 to the switch-arm 18.

" [Whenthe circuit is. thus closed andthe electhe several parts of said devices are tromagnet 21 is ener 'ized, the switch-barB will be throwntowar the left in contact with said electromagnet 21 and out-of contact with the terminals 9..&nd 10. It will be understood that the deviceshown in Figs. 2 and 3 representsthedevices lo'- cated at each of the several stations and that referred It wil when the switch-bar to by the same reference characters. also be understood that 8 is thrown in contac t with the terminals 9 and 10 the electromagnet 24 will be enerized, whereby the armature 2510f said signal 1s drawn into contact therewith andthe pawl 60 is drawn out of contact with the teeth of the ratchet-wheel 61, whereby the. signal-actuating weight 62 is released and permitted to descend of its own gravity, when motion'is communicated from said descending wei ht. to

. pporting drum 64, drum supporting shaft 65, disk 66, radial arms 67, reciprocating bar 68," and. the two-armed lever 69, whereb said.

'signal 27 is thrown to the vertical. IT e bar 68 is slidably supported bythe standards 70 and is connectedwith the short arm of the lever 69 by the pin 71, which is rigidly affixed at one end in the bar 68 and operates in the slot 72, formed in the short arm of said lever 69. When the bar 68 has been thus thrown toward the right by the action of the descending weight, it is lockedin such pc'ition by the armature 73, which serves as" a catch, and the same is yieldin" ly retained in contactwith the side of the ar 68 by the spring 74, whereby the end of the'bar 68 is brought in front of saidiarmature, and said armature enga es the en'dlof said ,bar and retains the sigma 27 in the vertical position; When, however, the moving train has reached the next succeeding station and the signal is no lo er re uired, the armature73 is withdrawn om t e end of the' bar- 68, when the bar' 68 is released and the signal 27' is free to drop of its own gravity to the osition shown 1n 1?" 4. .The armature 3 is .thus withdrawn from the bar 68 by the ac- 18, terminal 19, conductor.

f It will be understood that the drum 64 is turned,.'the,cord 63 wound thereon, and the weight 62 raised thereby by the manual act of a personpreparatory to being actuated automatically by the gravity of the weight 62. The gravity of the Weight 62 is such that it I can be -utilized when released .fornot only actuating the signal 27 and alsov for closing the circ'u't with the signal-bell and causing it to but the power of 'said descending weight -may- ,ahao be ased for opening steam and, air controlling valves through which steam or air under'pressure may be led to the 'lcylinders and istons of the ordinary brake 'mcchanism, w ereby the brakes, of a train may be automatically setand a train stopped Iby-clcsin'r the electric circuit which commu- 'cates'with the electric terminals with which the passing train is brought in contact. represents a valve for controlling the steamer compressed air by which the brake mechanism may be operated. The valve 86 is connected withthe reciprocating bar 68 through the arm 81 'pivotal connection 82, link 83.,piv'otal connection 84, and valve- ;actuatinglever 85. Thusit will be understood that when the weight 62 is released b withdrawing the'armature 2-5 from the teat of the ratchet 61 said reciprocating bar 68 will be'thrown toward the right, carrying with it the link 83 and the valve-actuatin the brake-actuati medium and the brake may be automatica ly set. When the signal 27 is brought to the vertical, as previously described, theelectric circuit is closed between the battery 28 and the signal-bell 4 through the terminals 29 and 30, whereby said bell is operated in the ordinary manner.

It will lie-understood that the signal 27 will be retained'in the vertical position until the electromagnet 76 is ener 'ized and that the electromagnet 76, locate in the cabof the switch bar 8, located at the side of the track is brought in contact with the terminals 9 and'lO and that the bell will ring an instant only, as the ends of the terminal 29 pass across the terminal 30, when it will cease to until the contact-bearing of the terminal 29-is caused-to again pass the terminal 30 on the return movement, of the signal 27.

in contact with therail 31, as shown in Fig. '5,

the electric circuit is formed on one side through the conductor 48, which communicates with the battery 41 (shown in through the'conductor 47 and switch 39, and on the other side from the rail 31 throu h the contact-bearing 32, conductor 33 and t ence to thesignal 34; in'the cab, thence from the signaljbackthrough the conductor 35, caraxle 36,,acaf-wheel 37, rail 1, and thence through the, ground-circuit 3 back to the tion of the electromagnet 76 in station A, when the clrcuitzis closed at station 13.

Z battery 41, thus completing the circuit.

lever whereby the valve 80 'is opened and.

Fig. 7)

the locomotive, will be energized as soon as i i 'lissurning. that the contact-bearing 32 is When the electromagnet 76 is energized, as stated, by the closing of the electric cir-' cuit, the armature 73 is drawnfrom the end 7 5 of the bar, thereby releasing thereciprocatingbar 68, when the signal 27 is free to, drop, as stated, fromthe vertical position to that shown in Fig. 4, whereby said bar 68 is thrown to the left against one of the radial arms 67 preparatory to being again actuated when the armature is withdrawnfrom one of the teeth of the ratchet 61. It will be un derstood that the Weight of the signal 27 is such as to move said bar. 68 and actuate the Valve 80 through the connecting parts. It will also be understood that as the weight 62. descends it is brought in contact With'the terminals 62 and 63, thereby closing the circuit betweenthe battery 28 and the bell 4,

whereby the signal is sounded and the stathan-agent notified thatthe weight 62 has run down and needs rewinding preparatory to being a *ain acted upon. It will also be under- 1 sto'o that the track at each station alonga railway-line is equipped in like manner with two signal op'erating devices, one located upon each side of each station, both of which are connected with another signal in the station, whereby the approach of a train from either: direction is indicated through such signals also that'when a train passes through anyone of the stations along'the railway-line it will successively act upon both of said sig nail-operating devices in the manner dc scribed, whereby a'signal will be oprated not only in the next succeeding station to indi-' cate'the approaching train, but a signal will also be operated in the preceding station to indicate that the trainhas' passed the intermediate station and that the way is clear for the following train from the preceding station; The same is true when trains are passing in the opposite direction,

To provide for operating the signal in the locomotive While the "train is, approaching stationA from the right, the signal at station B being set, a separate,contactrail 31 is loca'ted parallel with the rails of the track and insulated from the ground, which rails 31 are connected with one of the electric batteries 1 1" is thus on the left-hand side in station and the signal 34, located in the locomotive, through the following conductors, beginning, with the battery 11, conductor 13, terminals 9 and 10, switch bar' 8, conductor 14, conductor 32?, rail 31 conductor 32, conductor 33,thence through the signal 34 and back to the battery 11 through the conductors 35, axle 36,,wheel 37, and rail 1, conductor 2, and thencethrough the ground-circuit 3 and conductor 16, whereby the signal-bell in the locomotive will be. caused to ring while the locomotive station is clear, the signal in ,thelocomotive at station will-not be sounded, as the circuitwith the bell in thelo'cornotive will be gassing the station.- 1 If, however, the a broken by the bar 8'-being thrown out of contact with theterminals' 9 and 10 at station E.

It will also be understood that when the train is thus a proaching station A from the right'and the liellin the locomotive is being sounded in the manner described the signal at the station B will be simultaneously sounded. Assuming thatthe train has now passed the station B, it is brought incontact with the contact-lever 2 at the left of station B, where by the signal-bell in station A is sounded, in-

the respective sides of switches 38 38 of a main track C. 31 31 indicate the contactrails upon the respective sides of the switches 39 39 of the other main track.

It will now be understood that when a train is approaching a switch and the contact; brush 32, a similar brush being preferably located on each side of the engine, is brought leading from the approaches on such track or any other track are closed the electric circuits communicating through such switches will be closed and the signal in the locomotive will be sounded, that the engineer in such locomotive will be notified that such switches are closed and that there is danger of collision from'approachingtrains. For example, assuming that the switches 38 and the ocomotive is in electrical connection withthe' contact-rail 31 upon the right in saidfigure, the electric circuits showing such switches to be closed will be formed through; the following conductors, to'wit: from the track 31, brush 32, conductor 33, signal 34, conductor 35, axle 36, wheel 37, rail .1, conductor 2 ground-circuit 3, conductor 40, battery 41, conductor 42, switch 43, termi' hale/44 and 45, conductors 46 and 47, conductor 48, the latter leading to the rail 31.

It will of course be understood that when the switches are reversed the electric circuit communicating through sa d switches will be opened and-the signal will fail to be sounded the Wayis clear for the passing train. It will also be understood that when train is epi a in contact with the rail 31 if the switches in the locomotive, when the engineer willun- 'derstand that the switches are open and that prroaching any of the switches in the system om eithendirection and the switches are closed the system will be 0 erated in the manner described or will in to. operate in case said switches are open, whereby the en- 39 u on the left of Fi 7 are closed and .gineer on any train approaching any of the switches will be informed as to whether the switches are open orclosed.

49 represents a switch with which the track 1 is adapted to be connected, motion being communicated to the switches from the a ing train are closed the engineer wil have.

time to sto his train before reaching such switch, an thus avoid a collision, which might otherwiseoccur. The contact-lever 2 is yieldingly'retained in the vertical when not actuated by the wheels of a passing train by and between the spiral springs 2, one end of 'each'of said springs being ri idly connected with the spring-inclosing wa ls 3", and the opposite ends of said springs are connected with said lever 2. It.will also be understood that .the switch-bar Sis thrown toward the right in contact with the terminals 9 and 10 by contact of the lever 7 with the in 7, while said bar 8 is thrown toward the eft by contact of said lever 7 with the other pin 8,

which projects laterally from the side of said switch-bar, and by the .electromagnet 21.

I The switch-arm 18 is brought in contact with the terminal 19 by contact of the moving train with the lever 2 from left to right. The distance between the pins 7 and 8' is such as to permit said switch-bar 8 to IDOVQ toward the left far enough to contact with the electromagnet 21 or toward the right far enou h to contact with the terminals 9 and 10 without moving lever 7. It will be understood that the lever 7 serves to throw said switchbar in contact with either the electromagnet 21 or the terminals 9 and 10 as the arm 2 is moved toward the right or left by the passing train and that said switch-bar 8 will then re- 'main at the extremity of its movement in either direction, while the lever 7 is brought to the vertical by the action of the spiral s rings 2 2. Thus it will be understood t at when the electromagnet 21 is energized the switch-bar 8 will be moved to the left without moving the lever 7 and will remain in contact with the electroma net until moved away by thelever 7, also t at-when the switch-bar is thrown toward the right by the action of the lever 7 it will remain in contact with said terminals 9 and 10 until the the electric circuit after the signal 27 has been acted upon, as hereinafterexplained. When the signal 27 is in the position shown in Fig.

4, the electric circuit is completed with the signal through the ,conductor 32, terminal 90,

two-armed lever 69, terminal 91, conductor 92, electromagnet 24, conductor 93, conduc tor 33, thence through the rail 1 to the ground, whereby the .electroma net 24 is energized and thearmature 25 is re eased and the signal 27 thereby thrownto the vertical, as previously described, whereby the electric circuit communicating with thebattery is broken.

When the signal-supporting lever 69 has reached the vertical, it is out of circuit with the battery so long as the train stands at rest, notwithstanding the wheels of the train are in contact with the lever. When, however, the train has moved out so that the wheels are brought out of contact with-said actuating-lever 2 and asses on to the next succeeding station an the lever 2 at such station is inclined in the opposite direction,

the electric circuit will be closed with the battery through the terminals and-96 and i the signal-supportingllever 69, whereby the electromagnet 76, w ch is connected with the terminal 96, is energized and the armature 73 withdrawn from the reciprocating lever 68, whereby the signal 27 is release and permitted to fall again of its own gravity to the position shown, whereby it is obvious that when the wheels of a assingtrain are brou ht in contact with the ever 2, as stated, the circuit will be closedwith the battery for an instant only while the signal 27'is being thrown to or from the vertical and thebattery thereby prevented from becomin deenergized; When thelever 69 is broug t in contact with the terminals 95 and 96, the electric circuit is closed between the electromagnet 76 with the battery through the conduotor 20, conductor'13, terminals 95 and 96, lever 69, conductor 97, electroma net 76, and conductor 98, conductor 33, rai 1, and from thence completed through the ground, whereby as said electromagnet 76 1s energized and the armature'connected therewith is withdrawn from the reciprocating bar 68 the bar 68 will be thrown toward the left by the gravity of the signal 27 as it drops bite to the position shown. Y

Having thus described my invention, what 'I claim as new, and desire to secure by'Letany iven station, a signalwill be 'communi-- an eleotriccircuit throu h said switch; a batwil be given in such station, of an approaching train; and means connected with the ele'ctric'switch upon the other side of'such first-named station for closing an electric circuit through said switch; a battery and a signal located in the preceding station, W e'reby as a train passes the two switches of cate both t'o the 'neXt succeedin station ahead of such approaching train and back to the preceding station, giving notice that the track is clear, from such preceding station.

a 2. In an automatic electric signal system for railways, an electricswitch mechanism comprising a water-ti ht receptacle located below the track, provi ed with an insulatinglining; an electromagnet located within and insulated from said receptacle ;'an electric switch-bar, one end of which is normally retainedin close proximity to said electromagnet; electric terminals located in close proximity to the opposite end of said switch-bar; a contactarm pivotally supported at one end a from said rece tacle in close proximity to the track of a-rai way; an arm-supporting shaft reyolubly supported. from the walls-0f said rece tacle, one end of said shaft being exten ed throu h the walls of said receptacle and connecte with said contact-arm; means for yieldingly retaining said contact-arm in a vertical. position preparatory to being inclined in either direction by contactof the wheels of a passing train; a switch-actuatin arm suspended from the inner end of sai shaft in connection. with said switch-bar; electric con uctors communicating with the terminals at one end of said switch-bar for closing an electric circuit with a signal at a station upon one side of said switch mechanism and electric conductors connected with the switch-actuating arm for closing an elec-' a passing train; electric signals located in the railway-statlons upon the respective sides of said switch mechanism; electric conductors communicating between said switch mechanism and said signals; electric signals located in the locomotives upon the railway tracks of said system; contact-rails in the electric circuit connected through suitable conductors with said switch mechanism and one pole of an electric battery; electric eonductors communicating between said electric signal in the locomotive including the axle, and'wheels of the locomotive, the track and wire or ground circuits with the other pole of the battery and an electric conductor communicatingwith said. signal, which conductor is adapted-t bc brought in connection with said contact-rails as the lOGOHIOtlVG'lS assing the same, whereby the electric circuit ldetween the battery and said signal will be closed and the signal in the locomotive actuated as the same 1s passing said contact-rails, substantially as specified.

herein described for simultaneously setting the air-brakes and actuating the signal in a locomotive comprising a winding-drum, a drum-actuating weight; a flexible. connection for suspending such weight from the drum an electromagnet; an armature slidably supported in close proximity to said clect1'oma"-' net; a drum-retamlng pawl connected wit said armature; an air-ctmtrolling valved,

means for actuating said valve from sai weight-actuated drum; an electric generator; electric conductors communicating between said generator and said electromagnet and means for automatically closing the electric circuit between said generator and electromagnet, whereby the same electric current which'is used to actuate the signal in the locomotive at a distance may also cause the air-brakes to be simultaneously actuated,

substantially as, and for the purpose specified.

In testimony: whereof I aflix my signature in the presence of two Witnesses.

JAS. B. Enwrn. GEORGE L. Hahn-inn. 

